Car-heater



(No Model.)

J. H. MAO ELREY.

GAR HEATER.

N0. 372,478. Patented Nov. 1, 1887.

WITNESSES: //v VE/VTOH nut/a dew, {er/ Nrrio STATES ATENT Fries.

CAR-HEATER.

SPECIFICATION forming part of Letters Patent No. 372,478, dated November 1, 1887.

(No model.)

T 0 all whom it Hwy concern.-

Be it known that I, JOSEPH II. MAO ELREY, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented a new and useful Oar-Heater, of which the following is a specification.

My invention relates to improvements in that class of car-heaters which heat the car by means of hot air issuing from suitable outlets in a pipe extending the length of the car, one or more heaters being carried by each car.

The objects of my improvements are to pro vide a car-heater which from its shape, material, and manner of construction cannot in cases of railroad accident be broken and spill the fire or bring any highly-heated portion of the heater in contactwith the combustible material of which the car is composed, at the same time having the simplicity and ease of management of the ordinary stove or heater. I attain these objects by the apparatus illustrated in the accompanying drawings, in which Figure l is a front elevation with the outer ash-pit door turned back, showing the construction of the inner doors. Fig. 2 is a sectional elevation on the line :0 as, Fig. 1. Fig. 3 is a sectional plan on the line y 1 Fig. 2. Fig. 4. is an enlarged view of the doorfastening shown in Fig. 3. Fig. 5 is a sectional elevation of air-deflector and automatic valves of said deflector.

Referring to the drawings, A represents the fire-pot, which is supported by the circular ribs a and I), riveted to the wrought-iron or rollcd-stecl plate casing B. Lugs c a hold the fire-pot in position in case of overturning.

The casing B is closed at the top by a wrought-iron or rolled-steel plate cap 0, which is connected by a neck, d, and collarf to the wrought-iron or rolled-steel plate cap E of another wrought-iron or rolled-steel plate casing, D, concentric with the inner casing, B. The lower end of easing B is closed by a wroughtiron or rolled-steel plate, F, and rests on a similar plate, F, closing the end of easing D. Bolts 6 e fasten the entire apparatus to the floor of the car. (Not shown in the drawings.) The portions of the caps O and E inclosed by the neck (Z and collar f have perforations g and 9, allowing the products of combustion to pass into the bonnet G, and thence through the smoke pipe H to the open air, as

indicated by dotted arrows.

Under its usual conditions--that is, when the car is in motionthe air to be heated is forced by means of a deflector, I, Fig. 5, on top of the car into the pipe J, thence to the bonnet K, and through the perforations h h in the cap E, into the space \V between the caps G and E and the casings B and D, where it is heated by contact with the hot metal of the casing B and cap 0, finally escaping through the perforations i i into the outlet-pipe L, and thence distributed throughout the car. 'The course of the air-circulation is shown by full arrows.

The double fire-doors M and M and double ash-pit doors N and N are identical in construction and mode of fastening, and consist of plates of wrought-iron or rolled steel filled with perforations w o and curved to fit the casings B or D, as the case may be. These doors slide on lugs Z and Z, attached to the cas' iugs B and D, one of whichand asimilar one, is and k, inverted at the top of the door, hold one end of the door in position. The other end of the door is firmly secured by the device shown in Figs. 4 and 1 as applied to the ashpit doors.

As all the sliding doors are fastened in the same manner I will refer only to one. A tongue, 0, projects from the casing B or D, as the case may be, holding firmly the screwbolt I, to which is fitted the socket-nut Q,with a shoulder for receiving a socket-wrench. The end of the door is provided with a slot, m, to slide over the bolt P, and a recess, m, which receives the end of the socket-nut Q. It will be readily seen that a few turns of the nut Q, in the proper direction will firmly fasten or unfasten the door, as desired. The nut Q is preferably made of such a length that when the inner door is fastened the end of the not will just clear the outer door, thus rendering it impossible for the said nut to slacken from jarring or other causes and u nfasten the door.

A closed connection is made between the casings B and D around the fire and ash-pit doors by means of the necks n and n and the corresponding collars o and 0. Light case iron doors R and R" are hinged to frames 8 and s and furnished with registersj and j for regulating the draft.

The grate T turns eccentric-ally on the trunnionsp p, turning in the bearings q q, and is supportedin a horizontal position by the bolt U, screwing through the rib 1), extending through the casings B and D, and furnished with a shoulder similar to the nut Q. Locknuts t t prevent the bolt from being entirely withdrawn. By withdrawing the bolt U sufficiently the grate is released, and, turning automatically on the trunnionspp, dumps the contents of the fire-pot A into the ash-pit V. The portion of easing B encircling the firepot A has perforations r r, to allow air circulation around the fire-pot, thus preventing overheating.

The air-deflector T, Fig-5, consists of a short pipe with flaring ends fastened to the top and communicating with the air-supply pipe J. At each end of the deflector is a valve u and a, turning on a vertical axis set eccentric-ally, so that the valve opens or shuts, according as the air-current is inward or outward.

To provide a means for heating the car when stopped for any considerablelength of time, a door, W, is placed on the air pipe J, and the action of the heater would be as follows: Hot air rushing up the pipe J closes the valves u and it. Now, by opening the door W, the

heated air escapes into the car, and cold air will be supplied by the pipe L. The heater, being composed entirely of wrought-iron or rolled-steel plate three-sixteenths of an inch thick, or thereabout, except a few unimportant details, all of which might be broken away without effecting its fire-containing security, would either fully withstand any blow or crush it might receive in a railroad accident or on account of its strength and ductility would yield without fracture and still contain the fire.

I am aware that prior to my invention car-- combustion-chamber Y and forming passages for the gases of combustion, substantially as described.

J. H. MAO EL REY.

\Vitnesses: Ron'r. W. ScoT'r,

DAVID W. SCOTT. 

